US2459061A - Governor - Google Patents

Description

Jan. 11, 1949.

I l. E. COFFEY 2,459,061

eovmmon Filed Sept. 28, 1944 v 2 Shets-Shdet 2 I FlG. 7.

INVENTOR. I IRVEN E. COFFEY Patented Jan. 11, 1949 UNITED STATES PATENT OFFICE 7 Claims.

This invention relates to governors for engines,

particularly, internal combustion engines.

Governors which utilize the velocity or static pressure of mixture entering the engine are not fully satisfactory because of variations in the density of the atmosphere. A fiy-ball type of governor, which controls a throttle valve by a mechanical connection to a rotating part of the engine, is recognized as being accurate and dependable. However, the fly-ball or other centrifugal mechanism isconsiderably more complicated and expensive than is justified for automotive engines.

It is an object of the present invention to provide a governing control for an engine throttle valve which derives its operating force from a moving part of the engine, but which is substantially less complicated and less expensive than the inertia or centrifugal type of governor.

A more detailed object is to provide a hydraulic governor control.

Another object is to provide balancing spring means for the governor which is applied symmetrically to the governor supporting shaft so as to reduce friction and wear in the shaft and its bearings.

These objects and other more detailed objects hereafter appearing are attained substantially by the devices illustrated in the accompanying drawings in which Fig. 1 is a diagrammatic view of an internal combustion engine having one form of the governor applied thereto.

Fig. 2 is an enlarged view of the carburetor and governor portions of the latter being broken away and sectioned for clearer illustration.

Fig. 3 is a sectional view of the governor structure in Fig. 2, but with the governing valve in the closed position.

Fig. 4 is a top view of the carburetor throttle body portion and governor, the governor being sectioned substantially on the horizontal center line.

Fig. 5 is a view of one of the turbine wheels of the fluid coupling.

Fig. 6 is detailed section illustrating a modi-- fied form of governor balancing spring.

Fig. 7 is a horizontal center line section illustrating the form shown in Fig. 6.

Fig. 8 is a view of the driven wheel part of the fluid coupling shown in Fig. 7.

Fig. 9 is a diagrammatic representation of the manual control feature of the governing valve.

Fig. 1 shows an internal combustion engine I! of the automotive type which is connected to drive shaft I I through the usual transmission 12. A carburetor I3 is mounted in the usual manner on the intake manifold M. A control rod l5 extends from the accelerator pedal in the drivers 7 compartment to the carburetor throttle.

The lower or throttle body portion of the carburetor is provided with an external casing l8 into which extends one end of shaft l9 which pivotally mounts the balanced, butterfly throttle valve 20 within the throttle body. A pair of cylindrical extensions 2| receive coiled tension spring 22 anchored to screws 23 which are threaded in nuts 24. The arrangement is such as to permit adjustment of either spring 22 by removal of cap 25 and the application of a screw driver to screw 23.

v A pair of cords 21 connect the inner ends of springs 22 to the opposite extremities of a crank 28 formed rigid with shaft l9. Lever 28 has a pair of cam surfaces 29 which engage cords 21 in such a manner that the effective lever arm is reduced as the valve is closed so that the opening torque applied to the valve is substantially constant in any position thereof. The cam surfaces can be otherwise shaped to provide for the desired torque curve.

Attached to the outer face of easing I8 is a second casing 30 which encloses a fluid coupling, including driving and driven turbines discs 3i and 32 which supports stub shaft 33 and throttle shaft extension 34 in bearings 35 and 36. Shaft 33 is grooved at its outer end for connection of a. flexible shaft 38 wchich extends to and is driven by drive shaft ll. Suitable gearing may be provided to insure the most effective range of operation of the fluid coupling.

Manual control of the throttle is provided by means of the one-way connection, illustrated diagrammatically in Fig. 9, including an arm 39 rigid with the end of throttle shaft l9 opposite casing l8. A lever 40 is loosely pivoted about shaft l9 and is constantly urged counter-clockwise by a strong throttle return spring 4| so as to normally maintain pin 42 on lever 40 against arm 39 and positively close the throttle. Depression of the accelerator pedal by the operator moves rod ii to the left and lever 40 clockwise to release the throttle for control by the governor.

In operation, balanced springs 22 tend to hold the throttle valve fully open. or open as far as permitted by the accelerator, whenever the engine is operating below the governed speed. When the governed speed is reached or exceeded, suflicient torque will be transmitted through the fluid coupling to overcome springs 22 and start closing of the throttle. Such closing of the throttle, in turn. results inreduction of the engine speed and, consequently, the throttle will assume and maintain whatever position is necessary to hold the engine at the governed speed.

In the form in Figs. 6, 'l, and 8, opening torque is applied to throttle valve a by means of a spiral spring with its inner end secured to the throttle shaft and its outer end anchored to a toothed plate or worm wheel 46. A worm 41 mounted tangentially of plate 45 has a kerfed extension 48 which may be rotated, upon removal of cap 48 and the application of a screw driver to the extension, to vary the tension of spring 45. This form of spring, if sufficiently long, will apply a substantially constant opening torque to the throttle in all positions thereof.

A slightly different form of fluid coupling is used in this modification. Driven wheel 50 has short, peripheral vanes 52 on the driving wheel. Wheel 50 has holes 53 to facilitate circulationof the fluid.

In both forms, a quantity of a suitable liquid, such as brake fluid, is maintained in the fluid coupling and, upon operation of the engine, this liquid is thrown against the driven wheel to transmit closing torque to the throttle. Sealing glands are shown at 55 and 56 for holding the oil in the easing of the coupling.

This form of governor obtains the accuracy and dependability of the inertia governor, while being substantially more simple and less expensive.

The invention may be modified in various respects as will occur to those skilled in the art and the exclusive use of all modifications as come within the scope of the appended claims is contemplated.

I claim:

1. In an internal combustion engine, an induction conduit, a governing valve of the butterfly type mounted in said conduit, spring means applied symmetrically to the valve shaft and urging said valve open, a housing on said conduit and receiving an end of said shaft, a fluid coupling in said housing and comprising centrifugal impeller and driven wheels, said driven wheels being carried rigidly by said valve shaft, and an operative connection between said impeller wheel and a rotating part of the engine for applying closing force to said driven wheel and valve in proportion to the speed of-the engine.

2. In an internal combustion engine, an induction conduit, a shaft journalled in said conduit, a butterfly governing valve: mounted on said shaft,

a lever on said shaft, a pair of springs symmetrically connected to said lever and constantly urging said valve open, a housing receiving an entrance to said shaft, a fluid coupling in said housing including an impeller wheel and a centrifugally operated driven wheel, said driven wheel being rigid on said shaft, and an operative connection between said impeller wheel and a rotating part of the engine for applying closing force 51 which overlap central vanes Number 4 to said valve in proportion to the speed of the engine. a

3. In an internal combustion engine, an induction conduit, a shaft journalled in the walls of said conduit, a. butterfly governing valve on said shaft, a housing mounted on said conduit and receivin an end of said shaft, 3, spring in said housing and coiled about and connected to said shaft for applying valve opening torque thereto, a fluid coupling in said housing and including a centrifugally driven wheel rigid with said shaft, and an impeller wheel, and an operative connection between said impeller wheel and a rotating part of the engine for applying closing force to said valve in proportion to the engine speed.

4. In a governor structure, a governor valve normally urged towards open position and fluid pressure directed directly by a moving impeller element operated by an engine against a fixed part of said valve, said fluid pressure operated means opposing the action of the spring means to position said valve.

5. In a governor for internal combustion engines, a governor valve, means normally tending to open said valve, and a source of fluid under pressure variable in' accordance with engine speeds, said variable fluid supply directly impinging a fixed part of said valve to oppose said opening movement whereby said valve is positioned directly by the pressure of said fluid.

6. In a governor for internal combustion engines, a governor valve, a valve mounting, means normally tending to open said valve, an impact plate fixed to said valve mounting, and means for directing fluid under pressure against said impact plate to move said valve towards closed position againstthe action of said valve opening means, said fluid pressure being variable in accordance with engine speed.

7. In an engine, a, throttle, yieldable means for moving said throttle toward open position, a fluid coupling comprising a driven member and a driving member, said driven member being connected to the engine for operation thereby and said driving member being connected to said throttle in such a manner as to move it towards closed position against the force of said yieldable means when a predetermined engine speed is exceeded.

IRVEN E. COFFEY.

REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PATENTS Name Date 326,039 Duif Apr. 23, 1872 976,853 Dow Nov. 29, 1910 1,089,655 Loewenstein Mar. 10, 1914 1,222,984 Pharo Apr. 1'1, 1917 1,265,813 Pharo May 14, 1918 1,530,740 SmoOt Mar. 24, 1925 2,225,206 Cassels Dec. 17, 1940 2,248,495 Dupy July 8, 1941

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